Rotary uncoupling devices

ABSTRACT

A coupler unlocking device for railway cars having a rotary coupler including a pivotally mounted arm connected to a coupler knuckle actuating mechanism and imposed in the path of movement of a bail type uncoupling rod assembly independently mounted on the end sill of the car. This improvement contemplates a preassembly of the coupler rotor and the operating arm and application of the rotor in interlock position with the knuckle actuating mechanism located within the coupler head, or removal of the rotor, without disassembly of the arm from the rotor.

United States Patent [72] Inventor Kenneth L. De Penti Mayfield Hts., Ohio [21] Appl. No. 815,139 221 Filed Apr. 10, 1969 [45] Patented May 25, 1971 [73] Assignee Midland-Ross Corporation Cleveland, Ohio [54] ROTARY UNCOUPLING DEVICES 5 Claims, 7 Drawing Figs.

[52] US. Cl 213/166, 213/146,213/2ll [51] Int. Cl B61g 3/08 [50] Field of Search 213/146, 159 l 70, 21 l [5 6] References Cited UNITED STATES PATENTS 2,449,665 9/1948 Metzger 213/146 3,115,973 12/1963 Kulieke,.lr. 3,291,320 12/1966 Grief Primary ExaminerDrayton E. Hoffman Attorneysl-lenry Kozak and Woodrow W. Portz P E m25|9n SHEET 1 0F 5 L. KENNETH DE PENTI INVENTOR.

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ATTOP/VEY ROTARY UNCOUPLING DEVICES BACKGROUND OF THE INVENTION The introduction of the unit-train concept of freight car handling, particularly the type of car handling which permits the dumping of lading by controlled overturning of a car in a rotary dumping machine while the car is still connected in a train, necessitated the development of an uncoupling device wherein there is no physical connection between a portion of the device mounted on the car body and that portion mounted in operative position on the coupler head. Devices of this nature have been developed by simply forming a bail type uncoupling rod assembly independently mounted on the end sill of the car and which is engageable with an operative arm mounted on one end of a rotor element of the coupling unlocking mechanism, which member is disposed in the possible path of movement of the rotatable bail. It is the mounting of this operative arm to the rotor and elimination of the necessity to disassemble this unit within the limited clearances in which I this work must be accomplished that forms the basis of the present invention. It is the solution of this problem toward which this invention is directed.

SUMMARY OF THE INVENTION The present invention relates to improvements to a railway freight car uncoupling device adapted for use on a car having rotary couplers in which a preassembled pivotally mounted" element of the knuckle actuating mechanism which will eliminate the necessity of disassembly of these parts when the rotor is inserted in, or removed from, the coupler head.

Another object of the invention is to provide an operable arm and rotor element which are pivotally connected, easily and economically assembled and having the arm confined in operating position with a key, pin or other single confining means, easily removable to permit pivoting of the arm to a zone substantially in line with the axis of rotation of the rotor element.

An additional object of the invention is to provide. an operating arm designed to afford a mechanical assist to rotation of the rotor element by a bail portion of the uncoupling rod assembly.

A further object of the invention is the provision of a rotor operating arm which has integral spaced elements pivotally connected to the rotor which transmits torque loads over an area of the rotor when the arm is rotated by the bail portion of the uncoupling rod assembly.

FIGURE DESCRIPTION moved to a position in which the rotor element has actuated the knuckle actuating mechanism;

FIG. 4 is a side view of the preassembled rotor element and rotor operating arm with a confining means, or cotter key, in place;

FIG. 5 is a front view of the invention as shown in FIG. 4;

FIG. 6 shows in phantom the opposite side of the car coupler and is a side view of the preassembled rotor element and operating arm member with the arm pivoted about an end of the rotor to avoid contact with the outer contour of the coupler and underframe structure when this preassembled unit is rotated to a position of interlock with the knuckle actuating mechanism;

FIG. 7 is a front view of FIG. 6 and shows the rotor element extending beyond a coupler wall, shown in phantom, when the rotor element is placed in operating position within the coupler.

Referring now in detail to the drawings, in which like reference characters designate like parts, the improved coupler release device is generally shown as at 10. The center sill of the underframe of a freight car is shown as 11 and is of the integral cast type. The end sill of the car is shown as 12, while the comer cap is shown as 13.

Extending within center sill 11 is the shank portion 14 of a car coupler which is disposed longitudinally of the center sill. Integral with shank 14 is a coupler head 15 extending beyond the end of the center sill l1, and a coupler knuckle 16 is swingably mounted to head 15 by pin 17. Coupler head 15 has downwardly extending vertical walls 18 and 19 to which rotor element 20 is rotatably mounted. The lower end of locklift assembly linkage 21 is operatively connected to rotor element 20. Upon actuation of rotor element 20, the locklift assembly 21 actuates additional internal component parts of the coupler so as to unlock the coupler knuckle 16.

An arm 22 is pivotally attached to one end of rotor element 20 by a pivot pin 23 for effecting rotation thereof. The fea- I tures of member 22 include a clevislike structure at the point of connection with rotor element 20. This clevislike structure provides spaced flanges 24 and 25 for receiving therebetween an ear portion 20a at the end of rotor element 20. In the assembled position, as shown in FIG. 4, pivot pin 23 extends through holes 28, 29 of flanges 24, 25 and hole 26 of ear 20a to form the pivotal connection. Placed within hole 33 on the extended free end of ear 20a is an easily removable confining means which is preferably shown as a cotter key 27.

It will be observed that hole 33 is radially offset from hole 26 and that the protruding portions of key 27 are in opposed relation to the outer 'sides of flanges 24 and 25 so as to preclude swingable movement of member 22 about pin 23 to thereby maintain member 22 in the operative position relative to rotor element 20, as is shown in FIGS. 4 and 5.

The ball operating mechanism is generally shown at 35 and consists of a handle 36 at one end which is formed as a part of rod 37. Rod 37 is rotatably mounted adjacent its handle end on a U-shaped portion 38 of bracket 39 which is secured to corner cap 13. Rod 37 is held in place within portion 38 by cotter key 40. Rod 37 is operatively connected at its other end as at 41 to one end of the bail 42.

The bail is independently mounted on center sill 11 and consists of arms 45 and 46 extending upwardly from the ends of transversely extending portion 47. A bail extension plate 48 is attached by weld metal 49 to portion 47. The bail structure is mounted for vertical pivotal movement by means of. brackets 55 and 56 which are attached to supporting anns 57 and 58 mounted on center sill 11. Upon actuation of the bail, plate 48 engages member 22 to swing the latter in a counterclockwise direction, as viewed in FIGS. 2 and 3, to rotate element 20, and thereby actuate'the coupler locklift linkage 21.

Secured to bail arm 46, is a plate bracket 60 to which a tension spring 61 is attached. Spring 61 is anchored at its other end to a bracket 62 mounted on sill 11. This spring loading of the bail is provided to assure that the bail remains at rest when the car is turned over during rotary dumping operations. It will be seen that arm member 22 is entirely clear of the bail, so that there is no interference between these parts upon rotation of the coupler about its horizontal axis during rotary dumping of the car.

Referring to FIGS. 6 and 7, the cotter key 27 has been removed and arm member 22 has been swung about pivot 23 to a position in which the clevislike structure of member 22 is in a zone which-is substantially in line with rotor element 20. In this position of parts, member 22 is clear of the coupler as well as the adjacent car structure 11, so that element 20 may be freely rotated after insertion into the coupler and manipulated into interlocking relationship with linkage 21. Thereafter member 22 is swung to its operative position in which the clevislike structure of member 22 is at right angles to the axis of element 20. Cotter key 27 is then applied to retain member 22 in its operative position, as in FIGS. 2, 4 and 5. To remove rotor element from the coupler the preceding steps are performed in reverse order. It will be understood that with member 22 in its operative position, element 20 cannot be applied to or removed from the coupler because of interference between member 22 and the coupler head, or the car structure.

It will be apparent that the invention provides novel means for connection of bail-actuated arm to a rotor element of a car coupler, whereby the element may be readily applied to the coupler without prior disconnection of the arm from the element.

1 claimz 1 In a railway car coupler mounted on a car underframe for rotation about the longitudinal axis of the coupler, said coupler having a head, a knuckle pivoted to said head, a lock for said knuckle, and lock actuating means comprising:

a rotor element interlockable with said means and having a laterally extending portion passing through an aperture in a wall of said head; an arm member'having one end pivotally connected to said element and in one position extending downwardly into the path of movement of a bail portion of an associated uncoupling rod assembly; and removable confining means retaining said member in said one position relative to said element, said member upon removal of said confining means being swingable about said connection into a second position substantially in line with the axis of rotation of said element, said member and said element when said member is in said second position being jointly rotatable about the axis of said element, without interference with said coupler or underframe, to a position permitting passage of said element out of interlocking relationship with said actuating means to enable removal of said element from said coupler head. 2. In a railway car coupler mounted on a car underframe for rotation about the longitudinal axis of the coupler, said coupler having a head, a knuckle pivoted to said head, a lock for said knuckle, and lock actuating means comprising:

a rotor element for interlockable engagement with said means, and an arm member pivotally connected at one end to said element;

removable confining means attachably connected to said element for retaining said member at substantially right angles to said element, said member upon'removal of said confining means being swingable about said connection to a position substantially into line with the axis of rotation of said element, said element with said member in said last-named position being insertable into a coupler aperture and into interlocking engagement with said actuating means; and

said member being swingably returnable to said right angle relationship with said element and downwardly into the path of movement of a bail portion of an associated uncoupling rod assembly, said confining means when attachably connected to said element, being disposed radially of said pivotal connection and in the path of swingable movement of said member to maintain said member at said right angle relationship.

3. Lock actuating means for a railway car coupler compris ing a rotor element and an arm member having one end pivotally connected to said element, said member being disposed in a position substantially at right angles to said elernent for engagement by an associated bail mechanism, removable means associated with said element for confining said member in said position, said member upon removal of said last-named means ermittingpivotal movement of said member to a position su stantially in line with the axis of rotation of said element to permit either application of said element to the coupler or withdrawal thereof from the coupler.

4. Lock actuating means according to claim 3 wherein said pivotal connection comprises an ear portion on said element and a pair of spaced flanges on said member for receiving said ear portion, said ear portion and flanges having aligned apertures for receiving a pivot pin to pivotally join said member and said element.

5. Lock actuating means according to claim 4 wherein said ear portion extends in a direction axially of said element beyond the sides of said flanges, and said extended ear portion having an opening therethrough for receiving said removable confining means to maintain said member at right angles to said element. 

1. In a railway car coupler mounted on a car underframe for rotation about the longitudinal axis of the coupler, said coupler having a head, a knuckle pivoted to said head, a lock for said knuckle, and lock actuating means comprising: a rotor element interlockable with said means and having a laterally extending portion passing through an aperture in a wall of said head; an arm member having one end pivotally connected to said element and in one position extending downwardly into the path of movement of a bail portion of an associated uncoupling rod assembly; and removable confining means retaining said member in said one position relative to said element, said member upon removal of said confining means being swingable about said connection into a second position substantially in line with the axis of rotation of said element, said member and said element when said member is in said second position being jointly rotatable about the axis of said element, without interference with said coupler or underframe, to a position permitting passage of said element out of interlocking relationship with said actuating means to enable removal of said element from said coupler head.
 2. In a railway car coupler mounted on a car underframe for rotation about the longitudinal axis of the coupler, said coupler having a head, a knuckle pivoted to said head, a lock for said knuckle, and lock actuating means comprising: a rotor element for interlockable engagement with said means, and an arm member pivotally connected at one end to said element; removable confining means attachably connected to said element for retaining said member at substantially right angles to said element, said member upon removal of said confining means being swingable about said connection to a position substantially into line with the axis of rotation of said element, said element with said member in said Last-named position being insertable into a coupler aperture and into interlocking engagement with said actuating means; and said member being swingably returnable to said right angle relationship with said element and downwardly into the path of movement of a bail portion of an associated uncoupling rod assembly, said confining means when attachably connected to said element, being disposed radially of said pivotal connection and in the path of swingable movement of said member to maintain said member at said right angle relationship.
 3. Lock actuating means for a railway car coupler comprising a rotor element and an arm member having one end pivotally connected to said element, said member being disposed in a position substantially at right angles to said element for engagement by an associated bail mechanism, removable means associated with said element for confining said member in said position, said member upon removal of said last-named means permitting pivotal movement of said member to a position substantially in line with the axis of rotation of said element to permit either application of said element to the coupler or withdrawal thereof from the coupler.
 4. Lock actuating means according to claim 3 wherein said pivotal connection comprises an ear portion on said element and a pair of spaced flanges on said member for receiving said ear portion, said ear portion and flanges having aligned apertures for receiving a pivot pin to pivotally join said member and said element.
 5. Lock actuating means according to claim 4 wherein said ear portion extends in a direction axially of said element beyond the sides of said flanges, and said extended ear portion having an opening therethrough for receiving said removable confining means to maintain said member at right angles to said element. 